Ford C-Max Hybrid

New for 2013, the C-Max is an appealing hybrid hatchback that packs a lot of room within its compact size. We measured fuel economy at 37 mpg overall, excellent but well short of the 47-mpg EPA rating.

Ford C-Max Hybrid

The C-Max, designed to compete with the Toyota Prius V, can’t match its rival’s 31-mpg fuel economy or interior space. But the Ford is quieter and much more enjoyable to drive.

We have only a few gripes, including a brake pedal that grabs too quickly and complicated controls. And getting a rear backup camera requires buying other expensive options.

A plug-in version, the C-Max Energy, is also available. Its larger battery and approximate range of 21 miles on electric power will allow some buyers to commute gas-free.

The C-Max is too new for us to have compiled reliability data to recommend it.

Smooth operation

The Hybrid and Evergi models couple an electric motor with a 2.0-liter four-cylinder gasoline engine to achieve 188hp. A continuously variable transmission is used in each. The hybrid can easily operate on electric power alone up to about 35 mph, and it can glide with its engine shut off at speeds below 62 mph. acceleration is adequate, and the CVT operates smoothly.

Handling is agile, with and ideally weighted steering and it posted a high speed in our avoidance maneuver.

Bumps and ruts are absorbed well, and the highway ride is composed. The quiet cabin is aided by a noise-cancellation system. The engine makes itself know only when pushed.

Handling is agile, with and ideally weighted steering and it posted a high speed in our avoidance maneuver. It’s easy to park with or without the optional automatic hands-free parking system.

Unfinished business

The interior has padded surfaces, high-quality switches, and a stitched, padded steering wheel. But we found numerous flaws in construction quality, including panel gaps and sharp edges. They gray nylon seats in our test car look cheap and show dirt easily. Drivers sit up high behind a tilt-and-telescoping steering wheel, but the driving position is somewhat narrow.

The interior has padded surfaces, high-quality switches, and a stitched, padded steering wheel.

The standard cloth seats are supportive of the lower back, despite having no lumbar adjustment. But the optional power leather seats are a better choice, the rear seat is roomy enough for three and reclines, but its bottom cushion is flat and low, limiting thigh support.

Controls differ depending on the trim level adoptions, but they are complicated regardless. All trims have automatic climate control with small buttons and shallow knobs. The standard radio’s controls are spread out, and there’s no tuning knob. Onscreen menus add unneeded levels of complexity. But all of that is a piece of cake compared with the MyFord Touch system that’s optional on SE models and standard on the SEL. Ford’s Sync voice-command system and Bluetooth pairing work well.

Cargo room behind the rear seat is good. The 60/40-split seatbacks fold to create a flat load floor. There is no spare tire, only an air compressor and tire sealant.

The hybrid battery rides under the cargo area, which raises the floor and robs space

How they compare